Railroad-switch.



wi WHARTON, 1R.

RAILROAD SWITCH.

(N6 Model,)

(Application filed Out. 25 1900.)

Patented Apr. 2, I90l;

2 Sheets-Sheet rnc mum co. Puma-Una wnsnmn'rom n, c.

N L Patented Apr. 2, l90l.

Wt WHARTON, 1R. RAILROAD SWITCH. (Applicatibn mm Oct; 25, 1900.)

(No Model.)

THE ncmus PEYERS co. vnoruuma, WASHINGTKN1 a c.

UNITED STATES PATENT OFFICE.

\VILLIAM l/VI-IARTON, JR., OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO \VILLIAM WI'IARTON, JR, & COMPANY, INCORPORATED, OF SAME PLACE.

RAI LROAD-SWITGH SPECIFICATION formingpart of Letters Patent No. 671,253, dated April 2, 1901.

Application filed October 275, 1900. Serial No. 34,371. (No model.)

T on whom it may concern. pointed railare spacingblocks c, and the two Be it known that I, WILLIAM WHARTON, rails D and E are secured together by bolts Jr., a citizen of the United States, residing or other suitable fastenings. It will be noin Philadelphia, Pennsylvania, haveinvented ticed that the guard-rail E extends a considcertain Improvements in Railroad-Switches, erable distance beyond the point or end 61 of of which the following is aspecification. the switch-rail D, and that when in the posi- My invention relates to certain improvetion shown in Fig. 1 that portion of the guardments in railroadswitches of the type in rail extendingbeyond the point of the switchwhich the track of the main line is unbroken. rail D is parallel with the main-line rail A.

I0 My invention relates to certain improve- This extension of the guardrail beyond the ments in the switches with unbroken mainend or point of the switch-rail D insures the track rails shown and described in the patproper transfer of the canwheels from the cuts granted to me October8, 1867, No.69,599, siding or turnout rail to the rails of the main and February 8, 1887, No. 357,438, in which track.

15 is shown and described a guard-rail attached The upper surface of that portion of the t0 and movable with the pointed switch-rail, guard-rail E which is attached to the pointed also an elevating-rail movable therewith. rail D is preferably made to conform with The object of my invention is to insurethe the varying heights of the upper surface of transfer of a car from thesiding or turnout the rail D, and the upper surface of that por- 2o rails to the rails of the main track, and I action of the guardrail E which extends beyond complish this objectby extending this guardthe point of the switclrrail D is preferably rail a considerable distance beyond the end of made of the same height as the upper surface the pointed switch-rail and making this exof the main-track rail A. tended guard-rail a part of a movable struc- The outside elevating-rail D bears against 25 ture. the main-line rail A, and the head of this In the accompanying drawings, Figure 1 is rail A is narrowed or recessed on its outer adiagram plan viewillustratingmy improved side for a certain distance to allow the out-- railroad-switch, showing the switch thrown side elevating-railD'to be moved more nearly over in contact with the rails of the main into the path of car-wheels traversing the 0 line. Fig. 2 is a view similar to Fig. 1, exswitch, so that when the switch structure is cepting that the switch-rails are moved away in the position shown in Fig. 1 the car-wheels from the main-line rails. Fig. 3 is an enwill be more surely transferred from the larged section on the line 3 3, Fig. 1. Fig. 4.- main-line rail to the siding-rail or from the is an enlarged section on the line r 4, Fig. 1; siding-rail to the main-line rail, Instead of 35 and Fig. 5 is a view of a modification. cutting away or recessing the main rail the A A are the permanent rails of the main same result will be obtained by using in the track. B B are the rails of the siding or main track at that place a rail A rolled with turnout. D D are the switch-rails, and Eis a head narrower than the head of the other the extended guardrail. main-track rails, as shown in Fig. 5, the effect 0 The pointed switch-rail D from its end 01 to in both instances being that the carwheels the line (1 is upwardly inclined, so as to carry will have more of their tread-surface extendthe wheels of the car up to the elevated poring outside of the main rail and available for tion of the rail, and for a portion of its length bearing upon the switch-rail D than would has its head overlapping the main-line rail A, be the case if the head of the main rail at that 5 as clearly shown in Fig. 1 and in the crossplace was of the normal width.

section, Fig. 4. This overlapping of that rail I extend the outside elevating-rail D behas for many years been common in switch yond the end of the switch-point rail D and structures of this type. preferably to a point near the end of the Adjacent to the pointed rail is the guardguard-rail E, and I connect the guard-rail to 50 rail E, and between this guard-rail and the the outside elevating-rail by tie-rodsf, so that I00 by this construction the outer end of the guard-rail E is supported laterally bythe eX- tension of the outside elevating-rail D.

The upper surface of the head of the outside elevating-rail D at its movable end and for a certain distance therefrom is level with the upper surface of the head of the mainline rail A, but from about a point b to about a point I) it is upwardlyinclined, and the remaining length of the rail is elevated above the surface of the main-line rail. struction is clearly shown in the sectional views, Figs. 3 and at.

I do not claim, broadly, in conjunction with unbroken main-line switches, a guardrail secured to and movable with the pointed switch-rail, as this is clearly illustrated and described in the patents above mentioned granted to me on October 8, 1867, and February 8, 1887, nor do I claim the inclined elevation of the pointed switch-rail and the inclined elevation of the outside elevating-rail in combination with such a guard-rail, as this construction is clearly described in Patent No. 110,808, granted to me January 3, 1871.

I claim as my invention 1. The combination in a railroad-switch, of the unbroken main-track rails, the siding or turnout rails and a movable switch structure consisting of an outside elevating-rail and a pointed rail having a guard-rail alongside of and attached thereto; the said guard-railextending beyond the pointed end of the pointed rail, and its extension being arranged to guide a car-wheel after it leaves the said pointed end, substantially as described.

2. The combination in a railroad-switch, of

the unbroken main-track rails, the rails of the siding or turnout and a movable switch structure consisting of an outside elevatingrail and a pointedrail upwardly inclined. having a guard-rail alongside of and attached thereto; the said guard-rail extending beyond the pointed end of the pointed rail, and its extension being arranged to guide a ear-wheel after it leaves the said pointed end, substantially as described.

3. The combination in a railroad-switch, of the unbroken main-track rails, the siding or turnout rails and a movable switch structure consisting of a pointed rail, a guard-rail attached thereto extending beyond its pointed end, and arranged to guide a car-wheel after it leaves the said pointed end, and an outside elevating-rail also extending beyond the This conpointed end of the pointed rail and connected to the outer end of the guard-rail whereby the outer end of the guard-rail is laterally supported, substantially as described.

4. The combination in a railroad-switch, of the unbroken 1naintrack rails, the siding or turnout rails and a movable switch structure consisting of an outside elevating rail, a pointed rail and a guard-rail alongside of and attached to the pointed rail and extending beyond the point thereof, the extension of the said guard-rail being parallel with the main-track rails when the switch is set for the siding, substantially as described.

5. The combination in a railroad-switch, of the unbroken main-track rails, the rails of the siding or turnout and. a movable switch structure consisting of an outside elevatingrail, a pointed rail and'a guard-rail alongside of and attached to the pointed rail; a portion of the head of one of the main-track rails being cut away or recessed on its outer side for the reception of the outside elevating-rail, substantially as described.

6. The combination in a railroad-switch, of the unbroken main-track rails, the rails of the siding or turnout and a movable switch structure consisting of an outside elevatingrail, a pointed rail and aguard-rail alongside of and attached to the pointed rail and extending beyond its pointed end; ,a portion of the head of one of the main-track rails being cut away or recessed on its outer side for the reception of the outside elevating-rail,

substantially as described.

7. The combination in a railroad-switch, of the unbroken main-track rails, the rails of the siding or turnout and a movable switch structure consisting of an outside elevating rail, a pointed rail upwardly inclined having its upper surface for a portion of its length overlapping the head of the adjacent main rail when the switch is set for the siding, and a guard-rail attached to the pointed rail and extending beyond the pointed end thereof, its extension being arranged to guide the wheel of a car after it leaves the said pointed end, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

WILLIAM WHARTON, J R.

Witnesses:

WILL. A. BARR, J os. I-I. KLEIN. 

